Railway motor frame



June l2, 1934T P. BOLUNGER 1,962,122

RAILWAY MOTOR FRAME Filed MaICh 3l, 1930 2 Sheets-Sheet 2 f AT'TORNEY Patented June 12, 1934 y UNTED STATES RAILWAY MOTOR FRAME Paul Eollinger, Wilkinsburg, Pa.,

assigner to Westinghouse Electric is Manufacturing Company, a corporation of Pennsylvania Application March 31, 1930, Serial No. 440,290

6 Claims.

This is a continuatiomin-part oi my copending application, Serial No. 337,954, filed February 6, 192e, Patent No. 1,752,364, granted April 1, 1930, which described and illustrated, but did not claim, a novel fabricated twin-motor frame construction which constitutes the subject-matter of the present application, with certain improvements which have een incorporated inthe design since the filing of my aforesaid copending applicatioiLSerial No. 337,954. The esign relates to a construction which has been adopted as standard for the motors which are being manufactured for an eX- tensive electrification projector the Pennsylvania Railroad.

Among the more specic objects and characteristic features of my invention may be listed the following:

A three-point support is provided for the twinmotor trame with its yassociated driving wheels and axle, whereby the entire aggregate may be readily removed downwardly out oi the locomotive trame, and whereby the transmission of warping stresses to the motor frame, by reason of the weaving of the locomotive, may he avoided.

The socalled barrel frames constituting the supporting member for the stator punchings of each oi. the twin motors are of a rolled construction which results in a material saving in weight and space over the previously used cast construclions, and which eliminates almost all of the costly machining and finishing, and almost all of the scrap resulting from defects in the casting which became apparent, all too frequently, only after most ci the machining operations were completed.

The two barrels are joined together by flattening the abutting sides and welding the same directly together, by the provision of a seat for the quill bearing, welded to the two barrels so as to connect the same on the underside, and by the provision ci a plurality of ribs which are welded across the tops of the barrels to hold the same together.

The stator punchings are surrounded by a thin K steel sleeve which may besnrunk onto the puncln ings to hold the in assembled position, and which may subsequently loe machined to have a press lit in the bore oi the barrel, so that the complete punching assembly may be pressed in and out ci the motor frame as required.

By reason oi changes in detail, but not in basic principle, which have been incorporated in my frame construction since the filing of my aforesaid copending application, which is directed primarily to the Ventilating features, certain changes (Cl. 172--286l in the Ventilating system, concomitant to the de tails of the barrel structure herein shown, have been necessitated and are also set forth and claimed in this application.

Other objects and novel features of my invention will be evident from the structures and methods ci manufacture which are hereinaiter described in detail, illustrated' in the drawings, and claimed.

Referring to the drawings,

Figure 1 is a top plan view 0f the preferred embodiment o my twin-motor frame,

"Eig, 2 is a transverse sectional view thereof, certain parts being omitted, and parts broken away, the section plane being indicated approxi 7 mately by the stepped line Il-lI in Fig. l, and

Fig. 3 a longitudinal sectional view illustrating the construction of one oi' the motors and internal Ventilating paths of the air currents therein' the section plane being indicated approximately by the line Ill-III in Fig. 2.

Mytwin-motor frame comprises two steel barrels 5 and 6 of rolled construction. Each barrel may be formed in any one of three ways: (l) A iiat ribbed sheet may be rolled with the proper 50 section, and then the sheet may be rolled into a barrel and the abutting ends welded together, as shown in my copending application hereinabove referred to. (2) A plain sheet of metal may be rolled into a barrel, and a plurality of rings may be rolled separately and welded to the barrel to constitute the necessary strengthening ribs for securing the needed rigidity with a minimum weight, as set forth in my Patent No. 1,823,313, granted September 15, 1981, relating to the rocker-ring assembly for supporting the commutator brushes. 3) According to my latest development, however, the barrel may be rolled in one piece in a tire mill (such as has `been used heretofore in the manufacture of tires for the wheels of railway vehicles, etc), as shown in the construction illustrated in the accompanying drawings. When the one-piece rolled construction is formed by means of a tire mill, it is much more convenient to put the ribs on the outside than on the inside, as in my two previous constructions, and this circumstance has necessitated some spef cial modications of the Ventilating system, as will be subsequently pointed out.

Referring to the drawings, it will be seen that each trame, for example the frame 5, is provided with four ribs 9, 10, 11 and 12 which extend out from the outer periphery of a cylindrical portion 13, which is smooth on its inner periphery when it comes from the tire mill and which is then bored out, as indicated in Fig. 3. It will be noted that the inner periphery of the barrel is roughmachined to a sufficiently large diameter at all points Where accurate machining is not needed, so that accurate machining is required only in four places, to wit, the two seats 15 and 16 for the rocker ring assembly 1'7 and the end housing or bearing bracket 13 at the commutator end of the frame; a similar seat 19 at the pinion end for the pinion end housing 20; and a longer intermediate seat 21 tor the punching assembly 22.

A novel feature of my construction, which is important from an economic and engineering standpoint, comprises an innovation which I have introduced in motor practice by utilizing end brackets 18 and 20 which are also formed in a tire mill, saving weight and scrap, and requiring but little machining.

'I'he two barrels 5 and 6, after they are received from the steel manufacturing plant where they have been formed in a tire mill as above mentioned, are not only machined by effecting the boring operations already mentioned, but their ribs 9 to l2 are also flattened down, in a planing machine, to provide the abutting edges 25 which are welded together as indicated at 26, and arcuate seats are also cut out of the ribs 9 to l2 to receive a semi-cylindrical seat 29 for the quill bearing and axle structure of the pair of locomotive wheels 33 which are associated with the twin-motor frame, as indicated in Fig. 2. The quill bearing seat 29 is also welded to the ribs of the two barrels 5 and 6 as indicated at 35.

In Fig. l, the space between the abutting ribs of the two barrels looks rather small for welding. However, the closest spacing of the cylindrical shell portions 13 of the two frames is several inches, which is quite sulcient to admit of easily welding the ribs. 'Ihis will, perhaps, be better understood when it is mentioned that the twin motors have a rated output of 1250 horsepower and that the outer diameter of each barrel is something over four feet and a half.

'I'he two barrels 5 and 6 are joined together at the top by four vertical ribs 39 having arcuate undersides which fit over the tops of the ribs on the respective barrels 5 and 6, to which a permanent connection is made by means of welding, as indicated at 41.

It will thus be seen that a very simple and yet a very rigid and light construction has been provided. whereby the twin-motor frame may be convemently fabricated, with the savings and advantages hereinabove mentioned.

My novel method for holding together tne stator punching assembly 22 comprises the use o1' a construction which is put together, as a unit, before being mounted in the barrel 5 or 6 of the twin-motor frame. Fig. 3 shows the punching structure 22 assembled in the barrel 5, but it will be understood that the parts which will now be described as constituting the punching assembly 22 are all put together before being mounted in the stator frame or barrel 5.

'Ihe stator punchings 46 are rigidly mounted within a thin steel sleeve 47 which has a smaller inner bore than the outer periphery of the punchings. This is accomplished by first building up the punchings, with their finger plates 48 and end rings 49, separately from the encompassing sleeve 47.

The built-up punchings are then put on a press and strongly compressed, after which, bolts (not shown) are temporarily inserted through the coil slots of the punchings and tightened up against temporary end rings (not shown).

It will be noted that the thin sleeve 47, which is to encompass the punchings, is provided, at its ends, with slight shoulders 53 which are adapted to engage corresponding shoulders on the end rings 49 of the punchings so as to hold the punching assembly in its compressed condition. After the punchings have been pressed and temporarily held, as above described, the sleeve 47 is heated to about 300 C., or to a temperature necessary to cause sufficient expansion to enable it to be dropped over the punchings and over their end rings 49.

When the sleeve 47 cools, it will sit tightly around the punchings, holding them compressed and concentric, and providing a solid cylinder which can easily be pressed into the motor frame, by the simple expedient of properly machining the parts which are to have the press fit. As soon as the sleeve 47 has cooled ofi, the temporary restraining bolts, together with their clamping rings, will be removed and the stator windings applied, ordinarily, but not necessarily, before assembling the punching structure in the motor frame or barrel 5. For the sake of illustrating the construction without multiplying the number of figures, the temporary clamping means 51 and have been shown still in place in the assembled structure illustrated in Fig. 3.

Attention is called to an expedient which I have adopted for securing a more reliable press fit between the punching assembly sleeve 47 and the corresponding portion of the motor frame or barrel 5, as illustrated in Fig. 3. This expedient consists in boring out the barrel 5, for about one-half of the length of the sleeve 47, to a diameter which is about one-sixteenth of an inch less thanthe diameter of the end bracket seat 19, this portion of the bore being indicated by the numeral 56. The bore is then stepped down to a diameter about one-sixteenth of an inch smaller still for the remainder of the length, as indicated by the numeral 57. The sleeve 47 has two corresponding stepped portions, so that, when the punching assembly is pressed into place, the press nt of the parts will not be destroyed by too great wearing away of the parts which might result from an extremely long sliding movement which would be obtained if the stepped construetion were not resorted to. It will be understood that the barrel 5 has a shoulder or abutment 58, against which the punching assembly rests when it is pressed fully into position.

My novel Ventilating system will, perhaps, best be understood by referring first to Figs. 1 and 2, wherein it is shown that an intake opening 61 is provided in a top plate 62 which surmounts the transverse ribs 39 which `ioin the two barrels together. It is contemplated that a separate blower (not shown) supplies 9000 cubic feet of air per minute to a duct (not shown) which is joined onto the top plate 62 around the intake opening 6l, so as to supply a strong blast ci' cooling air to the twin motors between the central pair of integral barrel ribs 10 and 11 and between the end pair 11 and 12 at the pinion end of the motors. The intake air thus divides into approximately four equal parts going to the two motors, each motor receiving about half of its cooling air between the central pair of ribs 10 and 11 and about half of its cooling air between the pinion-end pair of ribs 11 and 12. The former air path, between the central pair of ribs 10 and 11, is illustrated in the right-hand half of Fig. 2, and the other path is illustrated in the left-hand 'half of this figure, it being understood that the two motors are identical except that one receives air from the right and the other receives air from the left.

Ducts for the pinion-end supply of air between the two ribs 11 and 12 are providedby means of an arcuate plate 64 for each motor, said arcuate plate having a tangential extension 65 connecting with the edge of the intake opening 61 and extending only a short way around the periphery, as indicated in Fig. 2, terminating at a longitudinally-extending radial baille 66 4which is provided on both the outside and the inside of the barrel.

Reference to Fig. 3 will show that the barrel is provided, at a point between the rib 12 and the punching assembly 22, with a series of perf-orations 68 `for permitting the ilow of the cooling air. The cooling air distributes itself around the periphery of the barrel, between the ribs 12 and 11, as'far as the radial baille 66 on one side and a similar, diametrically opposite, radial baille 69 on the other side, as indicated by the arrows in Fig.

2. The baiiles 66 and 69 thus divide the circle of Ventilating openings 68 into two halves, one half, designated 681, being inlet openings, and the other half, designated 68d, being discharge openings, as will now be described.

The division of the inlet and outlet air within the machine, reference being had to the inlet openings 681 and the discharge openings 68d, is effected by means of an inclined stationary baille or guide member 71, as shown in Fig. 3. This inclined baille or guide member has a centrally disposed, inwardly directed, funnel-like opening 72, the walls of which t closely within a central opening 73 in the rotor member of the motor. The inclined baille 71 inclines toward the outer periphery of the rotor member, on'the side adjacent to the inlet openings 68, and is welded to the end bracket 20 on the other side which is adjacent to lthe discharge openings 68d. At the side of the inclined baille 71 adjacent'to the outer periphery of the rotor member, an annular plate is fitted so as to extend so close to the rotor member that substantially no air will escape therebetween.

The incoming air from the intake openings 681' is thus directed, by the funnel 72 of the inclined baille 71, into a central opening 73 in the rotor member. The air is thence directed longitudinally through the central part of the rotor punching assembly, in this case illustrated as a rotor spider 77, and' thence to a space 78 which is provided in back of the rotor punchings 79 which constitute the outer part of the punching assembly. From this point, the air is carried, through three rows of longitudinal ducts 81 in the rotor punchings, into an annular space outside of the funnel portion 72 of the inclined baille 7l, the air being thus returned to the pinion end from whence it started. It will be evident, from Fig. 3 and the foregoing description of the parts, that the air which is discharged into the annular space on the inside of the inclined baille 71, surrounding the funnel portion 72, is discharged from the lower portion of the motor, where said space is in communication with the discharge ducts 68d.

As set forth in my above-mentioned application, Serial No. 337,954, on the ventilation system, a small portion of the air, instead of being delivered into the chamber 78 at the inner end of the rotorl punchings 79, is discharged through some small openings 83 into the space beneath the commutator 84, and thence out through discharge openings 85 which are provided in the commutator end housing 18 at a point near the outer periphery oi the commutator.

The stream of cooling air which enters the machine through the intake duct formed by the plate 64 and the ribs 11 and 12 thus serves to ventilate the rotor member and the underside of the commutator of the motor. This air is prevented from passing between the stator punching assembly 22 and the cylindrical portion 13 of the frame member, as in the motor described in my prior application 337,954, because of the absence of inwardly directed lugs on the barrel member 5. It will be apparent from Fig. 3, however, that, when the stator windings are in place, as they should be, instead of the temporary clamping ring 51 and the bolt 50 at the pinicn end of the stator, these stator windings will be swept over by the incoming cooling air and will thus be cooled thereby.

The other branch of the cooling air, which enters the machine through the space between the two central lugs 10 and 11 of the barrel member, is directed, from the edge of the intake opening 61 in the top plate 62, around the space between these two annular lugs 10 and 11, by means of a plate 88 which isV similar to the plate 64 except that it extends all of the way around the periphery as far as the quill bearing seat 29, which is as far as is necessary for the purpose stated.

Reference to Fig. 3 will show that the barrel 5, at a point between the stator punching assembly abutment 58 and the rib l0, is provided with a row of openings 89.

The air entering into the motor through the perforations 89 is discharged downwardly over the inner end of the stator windings (not shown in Fig. 3) and thence, by means of a radial transverse baille 9G, across the top surface of the commutator 84, whence the air is discharged through'the openings 85 in the commutator end housing 18, thus carrying out the carbon dust.

As an important feature of my novel twinmotor construction for railway vehicles, 1 have provided a three-point suspension which is shown in Figs. 1 and 2, and claimed in my continuationirl-part application Serial No. 712,569, filed February 23, 1934. The twin-motor assembly is designed to be mounted within thev locomotive by being raised up from underneath into a space between two transverse supporting beams or cross members 91 and 92, constituting a part of the locomotive frame. A ter'the twin-motor assembly has been elevated into place within the locomotive, four keys or iitting's 93, 94, 95 and 96 are slid laterally into place, so as to engage with three supporting members 97, 98 and 99 which are mounted on the lower portions of the twinmotor frames, as `will now be described.

rIhe motor frame or barrel which is numbered 5 is provided with two feet or supporting members 97 and 98 which are welded between the ribs 11 and 12 and 9 and 16, respectively. The supporting structures or feet 97 and 98 terminate in upright supporting lugs 101 which are locked against movement either upwardly or downwardly by means of shoulders 102 and 103 extending out from the keys or iittings 93 and 94. Wheny these fittings are slid laterally along the cross member 91 of the locomotive, so that the keys come into interlocking engagement with the vertical supporting flanges 101 of the two feet 97 and 98, the twin-motor frame is rigidly supported in position at this end, and the parts may be locked together by means of bolts 105 and 106 as shown.

The other side of the twin-motor frame is supported by a single centrally-disposed supporting member or foot 99 comprising a stationary portion which is welded to the lugs 10 and 1l of the barrel 6. In this case, however, the portion corresponding to the vertically-extending supporting plate 101 of the other end of the twinmotor frame is a vertical plate 111 which is rotatably mounted on the stationary part of the foot 99, so that it is rotatable about a horizontal axis 112. The rotatable supporting plate 111 is provided, on its outer face, with a diametrically-extending lug 113 which normally stands vertical.

When the twin-motor frame has been elevated into position within the locomotive, the two remaining keys or fittings and 96 are slid laterally along the cross member 92 until they come into engagement with opposite sides of the vertical lug 113 of the rotating supporting plate 111. The keys or ttings 95 and 96, like the other two keys-93 and 94, are provided with the shoulders or abutments 102 and 103 which engage the rotating j plate 111, so as to prevent it from moving either up or down with respect to the locomotive frame. The pivotal connection of the plate 111, however, obviously permits the locomotive to weave, that is, it permits the horizontal locomotive framework member 92 to tilt, without introducing any twisting strains on the twin-motor frame. When the beys 95 and 96 are in place, they are secured by means of bolts 105 and 106 similar to the correspondingly numbered bolts of the other keys at the other end of the twin-motor frame. It will be noted that the vertical lug 113 of the plate 111 takes up any thrusts in a direction parallel to the axes of the motors and avoids putting undue shearing stresses on any one bolt. It will further be noted that the rotating plate 111 has a central hub 118 which nests into a corresponding depression of the stationary portion of the foot 99, so as to successfully transmit the said axial or longitudinal stresses.

With reference to the Ventilating system which I have shown, it is important to note that the pinion-end bearing, which takes most of the load, is cooled very efficiently by the full blast of the fresh cool air from the intake ducts 68i.

While I have illustrated my invention in the form which I now believe to be the best mode of application thereof, it is obvious thatmany changes may be made within the spirit and scope of the novel features which I have introduced. It is desired, therefore, that the appended claims be given the broadest construction consistent with their language and the prior art.

I claim as my invention:

l. A twin-motor frame comprising two steel barrels joined side-by-side, characterized by having a welded joint at the abutting sides of the barrels, a bearing seat welded to both of the barrels below said abutting sides, and a plurality of transverse ribs extending across the tops of both barrels from one barrel to the other, and welded to both barrels.

2. An electric motor characterized by having a stator frame comprising a cylindrical frame member and a punching aggregate held therein with a press fit, said punching aggregate comprising a stack of punchings pressed tightly together, and a shrunk-on sleeve surrounding the same and holding them together, said sleeve having, when cold, an external diameter adapted to provide the aforesaid press fit.

3. An electric motor characterized by having a stator frame comprising a. cylindrical frame vide a plurality of press-fit portions of different radii.

4. A twin-motor frame comprising two similar integral jointless one-piece rolled-steel barrels with more than two annular integral ribs on the outer circumference of each barrel, said ribs being planed down to a. straight-line abutment joint and welded together where the barrels meet side by side, a plurality of transverse ribs extending across the tops of the barrel ribs from one barrel to the other, and welded to both barrels, means for providing intake Ventilating ducts between more than one pair of barrel ribs and transverse ribs for leading cooling air down from a space above the abutting sides of the barrels to the outsides of the barrels, said barrels being provided with holes for directing said cooling air inwardly to the interiors of the respective motors.

5. An electric motor comprising; a cylindrical stator frame having a current-collector end housing, a pinion end housing, and a. stator punching assembly; a rotor comprising a shaft, a rotor punching assembly, and a cylindrical current-collector member; the stator frame having a circumferential row of Ventilating openings therein at each end of the stator punching assembly; means for directing air into the circumferential row of Ventilating openings which are at the current-collector end of the stator punchings, and means for directing said air radially inwardly to the current-collector cylinder and hence axially outwardly over the face thereof, said current-collector end housinghaving discharge openings therefor; means for directing air into about one-half of the circumferential row of Ventilating openings which are at the pinion end of the stator punchings, and means for directing the major portion of this air inwardly through the central part of the rotor punching assembly, outwardly and back through the rotor punching assembly, longitudinal ducts being provided in the latter for this purpose, and thence to the remaining half of the openings at the pinion end, whence it is discharged.

6. The invention as specified in claim 5, characterized by the fact that the air-directing means at the pinion end comprises an inclined stationary guide having a funnel-like central portion extending close to the rotor punching assembly around the central part thereof, about one-half of the outer periphery of said inclined guide being joined to the stator member near the pinion-end side of the discharge openings, the other half of the outer periphery of said inclined guide being in close proximity to the outer periphery of the rotor.

PAUL BOLLINGER. 

